Brake-operating device.



J. W. BROWN. BRAKE OPERATING DEVICE.

APPLIGATIGN FILED T11R15, 1911.

1,124,998,, I Patented Jan.12,1915.

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WITNESSES- Inn/ENTE (2% fizz /6% BY AFTIIIRNEIY- THE NORRIS PETERS COF'HOTO-LITHQ, WASHINGTON, D. C.

J. W. BROWN. BRAKE OPERATING DEVICE. APPLICATION FILED FEB-15, 1911.

Patented Jan. 12, 1915.

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WITNESSES ATTDRNEY- THE NORRIS PETERS CO.. PHOTOVLITHO. WASH/NO ION D.c.

i Fig. 2 is a plan of the brake engine.

UNITED E5TATES PATENT OFFICE.

JOHN W. BROWN, OF MILWAUKEE, WISCONSIN, ASSIGNOB, BY MESNE ASSIGNMENTS,TO ALLIS-GHALMERS MANUFACTURING COMPANY, A CORPORATION OF DELAWARE.

BRAKE-OPERATING DEVICE.

Specification of Letters Patent.

Patented Jan. 12, 1915.

Application filed February 15, 1911. Serial No. 608,646.

To all whom it may concern:

Be it known that I, JOHN W. BRowN, a citizen of the United States,residing at Milwaukee, lVest Allis, in the county of Milwaukee and Stateof Wisconsin, have invented a certain new and useful Improvement inBrake-Operating Devices, of which the following is a specification.

This invention relates to improvements in the construction of brakeoperating devices for hoists, and particularly to safety devices forcausing the brake engine to 2111- tomatically set the brake in case thehoisting skip travels beyond a desired level.

The object of the invention is to provide a brake engine for hoistswhich is simple in construction, eflicient in operation, and which willautomatically set the brakes to prevent over-travel of the drum or skip.

A clear conception of one embodiment of the invention can be obtained byreferring to the accompanying drawings in which like referencecharacters designate the same or similar parts in the various views.

Figure 1 is an elevation of a brake engine looking toward the valve gearside thereof. Fig. 3 is an elevation of the valve operating levers andconnections, the device being shown in central or mid position. Fig. 4is an end view of the mechanism shown in Fig. 3. Fig. 5 is adiagrammatic elevation of the valve operating levers and connections inthe position in which the brake is released. Fig. 6 is an elevation ofthe valve operating levers and connections with the hand lever pulledinto setting position. Fig. 7 is an elevation of the valve operatinglevers and connections in the position in which the brake is set. Fig. 8is an elevation of the valve operating levers and connections with thehand lever in the position in which the brake is released. Fig. 9 is anelevation of the valve operating levers and connections in the positionin which the safetydevice is sprung and the brake is released. Fig. 10is an elevation of the valve operating levers and connections in theposition in which the safety device is sprung and the brake is set. Fig.11 is a diagrammatic elevation showing the brake engine, brake, andsafety device applied to the drum of a hoisting engine.

The brake engine, see Figs/1 and 2, consists essentially of a steamcylinder '1 and oil cylinder2, in tandem. The steam cylinder 1 isprovided in the usual manner with a reciprocating piston on either endof which the valve 6 is adapted'to admit steam. The Oll cylinder 2 isalso provided in the usual manner, with a piston on either end.

lated by the lever 28and has its outer end connected with the other endof a second bell crank by means of a horizontal connection 36. one withthe brake cranks 38, to the outer ends of which the ends of the brakestrap 30 are secured. The brake strap 30, of which there may be one ateach-end of'the drum, coacts with the end of the drum 29 and maybereleased or tightened by swinging the bell crank 37 toward or away fromthe brake engine, respectively.

The safety lever 15, see Figs. 1, 2, 3 and 4,

is mounted upon' a pivot pin 21 which is fixed to the brake engine frame10. The lever 15 is normally held in forward position, that is, incoaction with a stop 14, by

means of-a helical spring 16. The spring 16 has its one endsecured tothe pin 22, its opposite end being fixed to a lug l7-forn ed integralwith the frame 10. The safety stop connection 11 connects the pin 22-atthe lower end of thesafety lever 15 with any of the well known safetydevices used to prevent over-travel of the hoisting skip. As shown, seeFig. 11, the safety stop connection 11 connects with a short bell crankmounted on the shaft 34. This bell crank has an arm which projectshorizontally toward the hoisting drum 29. This horizontal arm is locatedin the path of a rotatable, laterally movable cam 33 adapted by itslateral travel to be brou ht into contact with the cam 33 only at t edanger limits or when the hoisting skip is about to overtravel, The cam33 is given rotation from the drum 29 by means of a belt'32 coactingwith a pulley 31 mounted concentrically with the drum'29 and takingovera small pulley mounted on a screw shaft on which The bell crank 37 isformed in the cam is adapted to travel. The cam travels laterally alongthe screw shaft being guided laterally and prevented from turning onsaid screw by guides parallel to the screw.

The crosshead lever 12 is mounted upon the pivot pin 23 which is fixedto the safety lever 15 at a point intermediate the ends thereof. The pin18 at the upper end of the lever 12 is connected with the crosshead 4 bymeans of the crosshead connection 9. The valve lever 13 is mounted atits lower end upon a pivot pin 24 which is fixed to the lower end of thecrosshead lever 12. The hand lever 26, see Fig. 11, is connected withthe pin 19 at the upper end of the valve lever 13 by means of the handlever connection 8. The valve 6 is connected with the pin 20 at the midportion of the valve lever 13 by means of the valve connection 7.

During the normal operation of the hoist and with the brakes in releaseposition, the valve operating levers and connections are in the positionshown in Fig. 5, the hand lever connection 8 being thrown forward andthe valve 6 being closed. In order to set the brake, the hand lever 26is pulled in a direction away from the drum 29, the valve lever 13, as aresult of such rearward motion of the hand lever 26 assuming theposition shown in Fig. 6, and the valve 6 being opened. The line 25represents mid or closed position of the valve 6, and it will be seen byreferring to Fig. 6 that in pulling the hand lever 26 to brake setposition, the valve 6 is moved to the left of the line 25, this movementof the valve admitting steam to the chamber at the right. of the pistonin the cylinder 1. The steam admitted to the right piston chamber causesthe piston to move toward the left, carrying with it the piston rod 3,crosshead 4, connection 27, and swinging about the pivot 19. Thisswingof the lever 28 causes the bell cranks 35 and 37 to swing towardthe left, thereby tightening the brake strap 30 and setting the brakes.

As the steam admitted to the right of the piston in the cylinder 1forces the piston to the left, the lever 12 is swung about the pivot 23and takes the position shown in Fig. 7. This swinging of the lever 12 iseffected through rod 9 by the motion of the crosshead 4 to the left. Theresult of the swinging of the lever 12 about the pivot 23 is that thepivot 24 of the valve lever 13 is carried to the right, valve lever 13in the meantime swinging about the pivot 19,. This swinging of the lever13 causes the pivot 20 to be carried to the right, bringing the valve 6back to closed position. The steam entrapped in the piston chamber tothe right of the piston, holds the piston, piston rod 3, and crosshead 4in temporarily fixed position. The oil in the oil cylinder 2, whichduring motion of the oil piston passes through a restricted opening fromone side of the piston to the other, serves to hold these members infixed position in case the steam should escape by leakage.

In releasing the brakes, the hand lever 26 through rod 8 causes thevalve lever 13 to be swung to the right about the pivot pin 24 to theposition shown in Fig. 8. This swinging of the valve lever 13 to theright causes the valve 6 to travel to the right of the center line 25,thus opening the valve and admitting steam to the left of the piston inthe cylinder 1. WVith the admission of steam to the left of the piston,the piston rod 3, crosshead 4, and connection 27 are forced toward thedrum 29, thereby releasing the brakes and eventually returning the valveoperating levers and connections to the position shown in Fig. 5.

If, for any reason, the skip should approach its limiting position oftravel, the cam 33, see Fig. 11, will approach the small bell crank onthe shaft 34. As the limiting position is reached, the cam 33 whichrotates in an anti-clockwise direction, rides upon the horizontal memberof the small bell crank causing said crank to swing in a clockwisedirection. This motion of the bell crank causes the safety lever 15through the connection 11 to swing about, the stationary pivot 21 to theposition shown in Fig. 9, carrying with it the crosshead lever 12 andvalve lever 13. The swinging of the safety lever 15 causes the valve 6to move toward the left of the center line 25, thereby opening the valve6 to admit steam into the right piston chamber. As the steam admitted tothe right piston chamber forces the crosshead 4 to the left, the valveoperating levers and connections take the brake set position shown inFig. 10.

In order to restore the valve operating levers and connections to theirnormal position, it is necessary to reset the safety de vice. This isdone by bringing the short bell crank which is mounted on the shaft 34back to normal position, the spring 16 automatically bringing the safetylever 15 back against the stop 14.

It will be noted that the spring 16 has been omitted in Figs. 5, 6, 7 8,9, 10, and 11, this omission having been made since these figures aremore or less diagrammatic and the insertion of detail would tend tocomplicate same. The brake levers and connections as shown in Fig. 11are also shown diagrammatically and would be varied to fit conditions inactual construction. The valve ports and passages leading to the pistonchambers have also been omitted as being well known to persons skilledin the art and forming no part of the present invention.

It should be understood that it is not desired to be limited to theexact details of construction shown and described, for obviousmodifications will occur to a person skilled in the art.

It is claimed and desired to secure by Letters Patent,

1. In a brake operating device, a stationarily fulcrumed safety lever, acrosshead lever fulcrumed on said safety lever, a valve lever fulcrumedon said crosshead lever, a valve connected to said valve lever andadapted to be operated thereby, means for moving said valve lever tooperate said valve, means for moving said crosshead lever to operatesaid valve and independent means for moving said safety lever to operatesaid valve in cases of emergency.

2. In a brake operating device, a brake operating rod, pressure actuatedmeans for moving said rod to operate the brake, a valve for controllingthe position of said rod moving means, a normally stationarily fulcrumedlever connected with said rod for moving said valve, a floating leverconnected with said valve and fulcrumed on said first mentioned lever,manually operable means connected to said floating lever for operatingsaid valve, and means for automatically moving the fulcrum of said firstmentioned lever to operate said valve.

3. In a brake operating device, a brake operating rod, means for movingsaid rod to operate the brake, a valve for controlling said rod movingmeans, a hand lever and a safety device for actuating said valve, twofloating levers pivoted together, a third lever pivoted to one of saidfloating levers and at another point to a stationary support,connections from one of said floating levers to said valve and handlever, a connection from the other of said floating levers to said brakeoperating rod, and a connection from said third lever to said safetydevice;

4:. In a brake operating device, a brake operating rod, means for movingsaid rod to operate the brake, means for controlling the position ofsaid rod moving means, a fulcrumed lever connected with said rod formoving said controlling means, a second lever connected with saidcontrolling means and fulcrumed on said first mentioned lever, manuallyoperable means connected to said second lever for operating saidcontrolling means, and means for automatically moving the fulcrum ofsaid first mentioned lever to operate said controlling means.

5. In a brake operating device, a brake operating rod, pressure actuatedmeans for moving said rod to operate the brake, a valve for controllingthe position of said rod moving means, a frame, a normally stationarylever fulcrumed on said frame, a second lever fulcrumed on said normallystationary lever and connected with said rod for moving said valve, athird lever connected with said valve and fulcrumed on said secondlever, manually operable means connected to said third lever foroperating said valve, and means for automatically moving said firstmentioned lever whereby the fulcrum of said second lever is shifted tooperate said valve.

In testimony whereof, I affix my signature in the presence of twowitnesses.

JOHN W. BROWN.

Witnesses:

CHAs. L. BYRON, WV. H. LIEBER.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. 0.

